Speed control system for internal combustion engines



Jan. 10,1939 1 EDERSEN 2,143,168

SPEED CONTROL SYSTEM FOE INTERNAL COMBUSTION ENGINES Filed May 18, 1936 3 Sheets-Sheet l c I V INVENTOR. 720/: 1 PEpERsE/v ATTORNEY.

Jan. 10, 1939. T. v. PEDERSEN 2,143,168

SPEED CONTROL SYSTEM FOR INTERNAL COMBUSTION ENGINES 77965 M PEDERSE'N ATTORNEY.

Jan. 10, 1939. T. v. PEDERSEN 2,143,158

SPEED CONTROL SYSTEM FOR INTERNAL CQMBUSTION ENGINES Filed May 18, 1956 3 Sheets-Sheet 3 l l I IIIIIIIIIIIIIIIIIII Ink 4 m INVENTOR 726E KPEDBRSEN BY fi /Q. 21,

A T TORNE Y.

Patented Jan. 10,1939 I r g V v UNITED STATES PATENT oral-cs a v aua'm' SPEED CONTROL SYSTEM FOR INTERNAL COMBUSTION ENGINES Tage V. Pedersen, Beloit, WilL, assignmto Fairbgnks, Lane a 00., Chicago, 111., a corporation I o Illino Application May 1a, 1930, Serial No. 80,245 6 Claims. 11. 123-140) This invention relates to improvements in speed the engine governor, withthe speed setting of the control systems for internal combustion engines, engine fuel feeding mechanism, wherein the actuand more particularly to a method and means for ation of but one control device effects both adselectively determining the engine speed within justments simultaneously, and serves to eflect,

its operative speed range. and for maintaining the independently of the personal equation, the best 5 engine speed as thus determined, substantially relative settings of the several adjustments Such constant throughout variations in engine loada unified control would provldea positive and com ordinate regulation of the engine-speed-deter- The control system embodying the improvemining mechanisms, and at the same timea conl0 ments of the present invention is'designed to protrolwhich m y e readily and easily pe 10.

viole a positive regulation of engine speed through either at the engine or at some point remote therea control of the engine fuel feeding mechanism. from, as through suitable remote-control appara- The control system is applicable particularly to tus. Hence it is an object or the present invenengines of the solid injection type, and for this lon to provide, in an engine or anization of the reason the system will" be exemplified as applied type noted, an engine operated governor or speed 28 to an engineof this tim although it will be uncontrol device, and an improved control mecha- 4 derstocd that the system presently tobe described, nlsm for setting the speed of the engine by admay be employed as well in engine organizations lusting the governor and improving the engine embodying fuel feeding provisions of other types. peration by adjusting the fuel feeding mecha- In an engine of the type noted, where it is de- ,nism, in which the several controls are operative- 20' sired to maintain operation at a"constant, pre- 1y coordinated for regulation y 8 ingle operator determined speed during variable loading of the device. The control system contemplated by this engine, it ill b readily understood that some invention serves not only to eflect adjustments means must be employed for regulating the fuel of the engine governor and speed setting mechainput to the engine in accordance with variations meme, but is further adapted to permit the gov- 25 in loading thereof. In the prevailing engine orernor mechanism, wh n Once adjusted for a ganizations, an engine-operated governor of any chosen en ine sp ,to function independently of well-known type, is generally employed to efiect the speed sett Control n m in ai i e ensuch control. Where it is desired further toconsine Speed Substantially ns nt during varia- 0 trol the engine ,so as to effect operation at diiferm 1n, n8 11 8- out desired engine speeds over a chosen range, Another object is attained in the provision of additional control mechanism is required for regan oved engine speed d fu ontr system ulating thepressure of fuel injection to the engine, comprising an ine operated g v Speed and preferably also to regulate the timing of ins tti c ntr for n t ning the ine r or jection. Moreover, it is generally necessary to Operation at a p ede ed s ed e d. and 85 adjust the engine governor in accordance with ovel m a sm fo co necting the overnor the selected speed setting, so that the governor anism with t e speedsetting 00 and 8t may function to best advantage in maintaining least one a j men vi e of h fuel yst m. at a constant value the selected speed, despite whereby flotua lon of a in l -m nip ive ele- 40 variations in engine loading. ment will effect, in self-coordinated relation, on 40 It may be noted that the terms control", ,conadjustment of both control mechanisms, the trol mechanism", and. the like, are utilized herein structural arrangement of the connecting mechato denote those members, elements or agencies nism being such as to permit the governor to whichindividually or cooperatively exert a confunction independently of the speed setting mech- 4 trolling or regulating influence on any of the anism. in maintaining the engine speed during operating characteristics of the engine, irrespecvariable engine loading; the control system optive of whether the member, ageneyor organizationally including also an additional control detion is or is not subject to direct personal manipuvice arranged for operation independently of the lation. governor and speed setting control mechanisms,

'50 It will be readily understood from the foregoing, for stopping the engine.

that in order to facilitate a. positive and ready A further object is to be found in the provision control of the engine, and at the same time to of an improved speed setting control for the purinsure the most efflcient'coordlnation of the sevpose noted, in which the adjustments of the fuel eral controls, there is greatly to be desired a sysinjection pressure and the fuel injection timing 66 tem or means for coordinating the adjustment oi are eflected in coordinated relation and by a l a novel control mecs in single operator device acting through a novel control mechanism, in which the operator device may be ually actuated or automatically operated, awspgy a remote control system oi any suitable Yet another object is to provide a compact and positive acting engine speed and fuel supply control system, in which the adjustments of fuel iniection pressure and. injection timing are efiected in coordinated or synchronous manner through a; obviating the facultative selection by an attendant, of the best positions of the several controls, which are mutually dependent. The correct placement of the 'controls is thus freed oi the personal equation, except for the actuation of a single master control lever.

e mechanism herein referred to preferably embodies a fluid-pressure actuated device for opcrating the control mechanism, and a control for gitiating operation of the pressure actuated de- A still further object is to be found in the pro-- vision of an improved engine speed and fuel control system including a spring loaded engine speed governor control, and an engine speed setting control for the purposes hereinbefore noted, wherein the spring loading acts upon the governor through a variable-arm lever, and wherein the two controls are operatlvely associated through a novel mechanism whereby actuation of the speed setting control for adjusting the injection pressure and injection timing mecha= nisms, will also adjust the governor through its spring loading, in accordance with the speed setting, so that the latter may function most advantageously in maintaining the engine speed substantially constant during operation of the engine under constant or variable loading; the

mechanism coordinating the controls providing for adjustment of the governor speed setting by a variation of the lever arm through which the governor loading acts upon the governor weights. Adjustment of the governor spring in this manner, results in a markedly improved no-load to full-load speed regulation, serving closely to maintain the engine speed at the predetermined glue in accordance with the speed setting conol. Yet another object is attained in the provision, in a system of the type described, of a novel engine speed setting control mechanism for determining the speed of engine operation, the mechanism including an. actuating device of fluid pressure-operated type wherein the fluid pressure for operating the device issupplied from the engine lubrication system, the arrangement of Elie pressure-operated device and associated control mechanism being such that, upon a failure of fluid pressure in the engine lubricating system, the actuating device and associated control mechanism operate to reduce the engine speed to idling, or if the engine is operating under conaiderable load, to prevent further operation.

Fiu'thei' objects and advantageswill be found from the following description. and drawings, in which:

Fig. 1 is a view in perspective of a control mechanism embodying the improvements of the present invention, certain of the elements being shown in section; Fig. 2 is a transverse section or an engine organization showing a portion of the enginehousing containing the engine control mechanism and the preferred arrangement of the mechanism therein; Fig. 3 is a horizontal section through the control mechanism-housing and a from the reams included in the control system selected for de scription' as an embodiment of this invention.

It is desired at this time for simplicity oi reference in the following description and in the claims, to designate the governor control mechanism as the primary engine speed control, and to refer to the manually regulated speed setting control mechanism, as the secondary engine speed control.

As an example of its application, the control system embodying the improvements of the present invention will be described in connection with gt an internal combustion engine of Diesel type. However, it is to be understood that the control system presently to be described may, with obvious minor modifications, be applied to engiues of other types.

Referring to the drawings and particularly to Fig. 1 thereof, by suitable characters or reierence, the numerals it and it designate respectively a cylinder and. piston of an internal cornbustio: engine of solid-injection type. in the drawings, two such cylinder and piston organizations are illustrated, although it is to be understood that the control system, now to be described, may be applied to either a single or multi-cylinder engine. In the present illustration, each or the cylinder organizations is provided with a fuel injection nozzle structure it which is supplied with fuel from a fuel pump it, as by a connecting fuel conduit E5. The fuel pump it which may be oi a conventional or any suitabletype, is arranged to be actuated by a cam it, which is secured to and driven by a camshaft id. The camshaft it is driven from the engine cm I: w. it it, as by a gear 20 operatively connected'to the 1-,: in a mannerpresently to be described, the gear 20 meshing with an idler gear 2i, and the gear 29 in turn meshing with a gear 22 mounted on and voperatively connected to one end of the camshaft.

The output of the fuel pumps of the quantity of fuel delivered by the pumps to the injection particular engine to which it is applied, is fully adjustable for permitting the injection pressure to be regulated to correspond to a given engine speed. The adjustment of the nozzle injection pressure is eflfected by means of a rotatable or rockable arm 26, the ,arm' having an operative connection in the usual manner (not shown) with the needle valve loading means such as a spring, (not shown), within the nozzle housing. The adjusting arm 24 is, by preference, arranged to be operated by a secondary control or engine speed setting mechanism now tobe described.

The secondary control mechanism which embodies certain features oi. the present invention, comprises an actuating device or motor 26, which I is by preference of a fluid-pressure operated type,

eating fluid from theensine lubrication system.

The motor '23 is of the general type known in.

the art as a s'ervo-motor", and comprisesa cylinder 21'which may be secured to a'portion of the engine frame, as at 23, a piston 23 operable therein and a valve mechanism 33, the valve mechanism controlling the admission of fluid to the servo-motor cylinder, for effecting movement of the piston.

The valve mechanism comprises a valve casing 3! having a chamber 32 therein, a fluid inlet port 33 and a fluid outlet port 34, a passage 35 connecting the valve chamber outlet 34 with the cylinder 21, and a valve 36 of plunger type operable in said casing. The valve plunger may be of well-known construction, comprised of a plunger body 31 having enlarged portions or heads 33 and 33 spaced thereon, the plunger being so operatively arrangedwith respect to the fluid inlet '33 that the input offiuid to the .valve chamber will always occur between the enlarged portions of the plunger. The enlarged portion 38 forms a closure for one end of the valve chamber, and serves as a guide for the plunger element. The enlarged portion 33 which is spaced from the portion 39 inwardly, of the valve chamber, acts, also, as a guide for the plunger, and serves as the valve element proper for controlling the admission and discharge of the fluid to and from the servo-motor, through the outlet $8. a r

In the present example, the structural arrangement .of the servo-motor elements is such that a slight leakage of fluid occurs between the mating surfaces of the piston and cylinder, the loss of fluid at this zone being constant throughout normal operation of the engine. To compensate for this loss of fluid, the valve element 38 of valve. plunger 36, is so formed as to permit a slight flow of fluid from the valve chamber into the cylinder 21 of the motor,

when the valve is disposed, as normally in.

its closed position. This leakage inflow of fluid from the engine oil system, of'course under pressure, is sufllcient to make up the loss of fluid due to the intended small degree of leakage past the piston-hence the fluid pressure within the.

cylinder may be maintained fairly uniform for holding the piston stationary against an external counteracting force later to be described, when the piston has been operated to a predetermined position as a result of the operation of the motor valve by the secondary control actuating mecha-' now to be described.

As illustrated in Fig. 1, the valve plunger 36 is ed for actuation by an operating lever Mi. The lever is carried by and operatively connected to one end of a stub shaft M, the opposite end of the shaft having a crank arm 42 connected thereto. The stub shaft 4| is, by preference, journalled in a bearing portion 43 which may be mounted upon or formed as a part of the engine frame. Also the bearing member supports a notched member or rack 44, the notches therein being selectively engaged by a retractible locking element or detent 46 carried by'the lever 40, the described lever and locking structure being well known in the art. The free end of the crank arm 42 is pivotally connected to one end of a double bar link 41, the opposite end of this link being pivotally connected to'one end of a lever element 48. The opposite end of lever i8 is in. turn pivotally connected to one end of a second double bar link 50, with the opposite end of the latter pivotally connected to one end of Figs. 1 and2, the lower portion of the lever-element 43 is provided with a ball end, occupying a socket, through which provision is made for shifting, at times, the pivot point of lever 43.' This portion of the structure and its purpose, are

hereinafter more fully described. From the description thus far of the secondary control mechanism, considered in connection with Figs. 1 and V 2, it will be readily observed that upon a retraction of the stop element 46, the control arm or operator 40 may be actuated so as to effect a desired movement of the valve plunger, whereby to admit fluid to the servo-motor cylinder, or to effect a discharge of fluid therefrom. As a means for taking up lost motion in the described valve operating linkage system, and for constantly urg-x ing the valve plunger 36 towards. position to close the valve outlet port 34, a spring ii of suitable capacity is arranged to act upon the free end 52 of the valve plunger, one'end of the spring being connected to the plunger while the opposite end thereof isconnected to 'the free end of a spring anchorage arm 53. As shown in Fig. 2, the arm 53 is secured, as by bolts 54, to the valve casing, and has its spring supporting end preferably so disposed, relative to the casing, as to secure the springin axial alignment with the valve plunger. A second, arm portion 55 which may be formed as a continuation of arm 53, 'is extended from its support on the valve casing, toward one end of tlie doublebar link 41, and has its free end 56 disposed between thebars of the link, so that the arm serves asa guide therefor.

The servo-motor valve chamber 32 is supplied with oil from the engine lubricating system through a conduit 58" (Fig. 2), having one end i 59 in communication with the valve chamber inlet port'tt, and the opposite end 60 thereof communicating with a chamber 6|, the latter chamber being supplied with lubricating oil from secured to a wall 68 ofthe engine housing 10 enclosing the control mechanism. The end portion- H of control shaft 64, is provided with a,collar 12 keyed or otherwise secured to the shaft end, the collar having an outstanding lug 13 thereon which has its free end formed to provide a socket 14 for the reception of a ball joint 15 which is carried by an extension 16 of the lever 48, (see Fig. 2), the parts 14 and 15 having been heretofore generally referred to in the description of lever 48 and associated elements. Thus movement of control shaft 64 about its axis will effect, through its connection with the valve operating linkage, a control actuation of valve 36 for a purpose which will later appear. The control shaft has secured thereto, by extension from the collar element 12, an arm structure-11 extending outwardly from and at a right. angle to the shaft. The free end 18. of the arm 11 is pivotally connected to one end of an arm 19, the latter arm being provided on its opposite end with a ball portion", adapted to seat in a socket portion 82 of a hollow cylindrical sleeve elementor cross head 33 (Fig. 3). The sleeve 83 is arranged for reciprocatory or sliding movement in a stationary barrel elegaging the hollow lug internally thereof.

shown in Fig. 3, the arm ii is provided with an I ment all, the sleeve being urged toward one extreme of its movement as by a spring element arranged between a portion of the stationarybarrel element 8% and a flange 86 on the outer or free end of the, sleeve. The barrelelement may be and is by preference, secured to a portion 87 of the engine frame. The end portion. of the sleeve providing the socket 82, has formed thereon 2. lug 88 which is pivotally connected. to one end of a lever 89, best appearing in Fig. l. The opposite end of lever 89. is, in turn, connected to a bar 98 as through a pivotal connection 95. As

i will be clearly observed in Fig. 1, the bar 99 is arranged for operative connection to the adjusting arms 2 3 of the injection nozzlestructures 52, as through the pivotal connections 9 IA.

As will be observed in Figs. 1 and 3, the servomotor 26 is arranged adjacent the arm structure ll, whereby the piston of the servo-motor may be operatively associated with the arm structure so as to effect adjusting movements thereof. The operative connection of the motor piston 28 to the lever arm structure Ill is effected by a rod element 92 having a ball end 93 seated in a socket 86 formed on or in the piston 28, the socketbeing disposed centrally of the piston, as shown by Fig. 3. The opposite end of rod 92 is provided with a head portion 95 which is seated in a hollow outstanding lug sd formed on the arm structure ii, the rod and its head portion being maintained in assembly with the arm structure ll, preferably by a securingv nut 9'! threadedly enadjustable stop element 98 for limiting movement of the arm toward the engine frame portion 99, the stop being preferably provided with a lock or jam nut as shown, for maintaining it in adjusted relation. I

As a means for improvingthe operation of a variable speed engine of the type described, wherein the speed of the engine may be determined at will by means of suitable control mechanism, including the mechanism hereinabove described, it is desirable to efie'ct adjustments-in the timing of fuel injection simultaneously with change in engine speed. In the present example it is preferred to efiect adjustments in the timing through a phase shift of the cam shaft gear 22, and hence of the cam shaft,relative to the gear 26 which is driven by and in phase with the engine crankshaft is; As show nain Fig. 1, each of the gears 20, Eland 22 is of spiral or skewed type, so that, as will be readily observed, an axial displacement of gear 20 on crankshaft I9, without relative angular displacement of these parts, will efiect an angular shift or phase displacement of gear 22, through the agency of the intermediate gear 2i. In the present example, the gear 20 is arranged for axial movement relative to the engine crankshaft I9 through a feather-key or spline connection which may be of a well known type, hence the structural details thereof will not be described. A shifting collar I 00 is operatively associated, in a well known manner, with the slidable gear 20 for effecting sliding movement thereof. Referring particularly to Fig. 2, the shifting collar'IIlll is provided with diametrically opposed seat portions I02, for the reception of pin. elements I03, the pins being carried by collar and gear shifting arms Ill il. The arms I04 are -mounted upon and keyed to the control shaft 64 ,on each side of the bearing-member 66, the bearing member serving in the present example togreases maintain a suitable spacing of the arms. From the foregoing, it will be observed that rotation of the control shaft M will effect, through the arms lot, pins Hid-and shifting collar llld, on axial,

non-rotative, displacement of gear 2% which displacement will, by reason of the spiral gears, effect an angular displacement or phase shift of gear 22, hence an angular displacement through the camshaft, of the injection pump operating cams I5.

The primary control or engine governor which is designated generally by the numeral ltd, the structural features of which will be now described, is operatively associated with the camshaft I8 and gear 22 thereon. Referring particularly to Figs. 1, 4 and 5, the end ml of camshaft id to which the gear 22 is operatively connected in a manner presently to be described, carries a sleeve element Hi8 which is secured to the shaft end as by a key m9, (Fig. 5). Theshaft end I97 and sleeve E08 are journalled preferably in a nonfriction or ball bearing assembly lid which is mounted in a portion N2 of the engine frame. Sleeve 908 is provided with a shouldered flange portion M3 to which the gear 22 is secured; the

manner of securing the gear to the sleeve I08 being effected in a well known manner as by bolts lid extending through slots lit (Fig. l) in. the sleeve flange and engaging threaded apertures in the body of the gear, (Fig. 5). The slotted connection of the gear to the flange provides a ready means for effecting initial angular or phase adjustment of the gear 22 relative to the cam shaft. As a means for preventing axial displacement of the sleeve and gear relative to the cam shaft, the shaft is provided with a flange ill which is engaged by the inner end N8 of the sleeve W8, and a securing nut lit threadedly ene gaging the shaft and abutting the outer end of the sleeve, (Fig. 5). vided with an extended portion l2l of reduced diameter, serving as a bearing support and guide for a slidable governor sleeve element I22. The slidable sleeve 522 is provided with a flange i2 3 disposed intermediate its ends for a purpose presently to appear. The flanged portion N3 of sleeve B08, is provided with diametrically disposed paired lugs I25, each pair of lugs serving The shaft end IN is proas bearing members for a pin element E28 which sleeve flange I26. It will be observed that outward movement of the governor weights will displace the sleeve I22 outwardly of the cam shaft end Illl, that is, to the left as the parts appear in Fig. 5, and that inward movement of these weights will not effect per se a reverse or inward displacement of the sleeve. This latter or return displacement of the sleeve is effected by means of a governor loading device presently to be described.

The outer end portion I30 of sleeve I22 operatively engages a cup shaped member I32, the connection being made through a Journal device I33 of ball type. Permitting rotation of the sleeve I22 relative to the member I22. The cup shaped amazes seats for a pin I 36 rotatably supportinga roller element I39, the roller normally engaging the surface portion I40 of the member I32. The arm I36 is carried by and preferably forms a part of a frame I, which is carried by and operatively connected to one end portion'of a stub shaft I42. The shaft I42 is, by preference, journalled in. ball bearing structures I43 carried by portions I44 of the engine frame. 5 Thus the frame I is mounted for pivotal or rockable movement in response to actuationof the arm I 36 bythe governor mechanismabove described. A

lever arm I45 is operatively associated with the opposite end of shaft I42 and has its free end I 46 pivotallyconnected to one end I4'I of a longitudinally adjustable link structure I48. The longitudinal adjustment of link I48 may be effected in a well known manner, as at I49 (Figs.

land 2). The opposite end of the adjustable link I48 is pivotally' connected to the end of a crank arm I5Il which is operatively connected to one end of a control shaft I5I. The control shaft I5I, which is suitably journalled in bear-' ings I52 carried by the engine frame, is operatively associated through suitable linkage elements I53 with the fuel regulating mechanism in the injection pump structures I4. As is known in the art, injection pumps of the general type illustrated, are usually characterized by a ro-- tatable plunger, or sleeve associated therewith,

. so as to vary the cut-ofl' point, and hence quantity of injection, according to placement of the linkage elements I53.

The loading means for the engine governor is comprised of a suitable tension spring I54, which is operatively associated with the rockable frame I ti in a preferred manner now to be described. The rockable frame is by preference formed. to provide spaced guide or track elements I55 for rollers I 55 (Figs. 1, 2 and 4), which are journalled upon a pin element I5'I carried by a mem- .ber I58. It will be noted that the track elements I55 extend outwardly from, and at a right angle to the frame pivot shaft I42, thus providing the frame with a lever arm structure for a purpose which will presently appear. The member I58 extends betweenfthe track elements I55, and is provided with-a coarsely threaded connecting seat portion I59 for one erid I55 of the governor spring I55. The opposite end IGI of the loading spring is secured to an adjustable mounting element I52 threadedly engaging an adjusting screw I65, the screwin the present example being carried by the journal portion I of a lever arm I65. The journal portion of the arm is operatively'connected to the control shaft 55 as by a key I65, the arm being provided for a I purpose presently appearing.

It will be observed from an inspection of Figs. 1 and 4, that the position of the member I 58 and its rollers I56 longitudinally of the track elements 455, determines the degree of governor loading by the spring I54, as displacement of the.

rollers and member I58 along the track varies the length of the torque arm of the frame Ill about its pivotal support I42, and hence the loading of the governor elements I28 through the arm I36 and governor elements I32 and I22. When the axis of the rollers I56 coincides with the pivotal axis of the frame I, a minimum governor loading obtains, and when the rollers are disposed near the outer or free end of the track elements, a maximum governor loading by the spring is attained.

In the control system thus far described, regulation of the fuel input to the injection pumps I4 is effected by the engine governor mechanism acting through the rockable frame or bell-crank I. The function of the governor in this respect is independent of any other engine control mechanism, and itslaction is subject only to the counterforce of the loading of spring I54. The

operation of the governor of course, is to regulate the quantity of fuel delivered by the injection pumps I4, so as to maintain the speed of the engine substantially constant notwithstanding fluctuations-in engine loading. Where the engine may be conditioned for operation at a particular desired speed, as by the speed setting mechanism hereinabove described, the governor must be adjusted in accordance with the speed setting of the engine, so that it may function properly in maintaining such speed. In the present embodiment of the invention, the governor is conditioned for proper speed control by' regulating the spring loading thereof in an improved manner departing from the conventional manner of varying governor spring loading. The action of the spring I54 is regulated by altering its lever arm connection to the governor, which is usually, but not necessarily accompanied by a change in the absolute tension or loading of the spring. Thus by shifting the spring supporting member I58 along the track elements I55, the

loading of the governor may be readily increased or decreased. It has'been found in practice that by regulating the governor loading in this manner, a superior speed regulation by the governor is attained over the entire operating range of the engine between no-load and full-load conditions.

Regulation of the lever arm for the spring I55 is attained through a suitable control member associated with the spring supporting elements and operated by the speed setting control mechanism. In the present example, the control member is found in the arm I55 above referred to, which has its end portion I65 extended through and between the track elements I55 (Figs. 1, 2 and 4). The arm end I55 is pivotally' connected as by the pivot pin I65, toone end of a short link 'element "0. The opposite end of the link is pivotally connected to the roller hear ing pin I51 carried by the spring supporting member I58. Thus the arm I55 is operatively connected to the spring, in such manner that pivotal movement of the arm resulting from actuation of the control shaft 54, will shoot a displacement of the roller member I58 along the track 55. In this manner, adjustment of the governor is eflected synchronously with the speed setting operation of the speed setting control mechanism. a

It will be noted that the governor spring I5 is maintained in assembly and inoperative position by the arm I65, as one end of the spring is connected to the hub or journal portion I64 of the arm, and the opposite spring end portion connected to the am through the link element are. a v

It is preferred in the present example, to provide an operative bias on the fuel control shaft I5I, tending at all times to actuate the shaft in a direction to increase the admission of fuel to the injection pumps l4. The purpose of this biasing influence is to assist the speed regulating fuel control shaft ml.

shaft lbl adapted to be engaged by the lugs.

operating the lever ill, from its neutral position. shown in Fig. l, the fuel control shaft may be when the governor spring is adjusted relative to the pivoted frame or bell crank Mi so that its effect thereupon is a minimum, the auxiliary spring W2 serves to maintain a bias of the frame l ii counter to the action thereupon by the governor weights. L

The present improved engine control system includes an independently operable control device for stopping or otherwise controlling engine operation by a direct manual actuation of the As shown in'Fig. 1, there is provided an operating lever iii connected to a stub shaft are which is journalled in a portion lid of the engine frame. This stub shaft is operatively associated with the control shaft ltl through a coupling device lBfi, which may be of known type comprising spaced lugs ml carried by the stub shaft, and a pin element M2 on the By actuated independently of the other controls. The spacing of the coupling lugs iBl is such that when the arm ill is in neutral position, the shaft 55! may be operated through its control range by the primary and secondary engine controls, without the pin element it? of the coupling engaging the lugs.

In the operation of the control system, when it is desired to condition the engine for owntim at a particular engine speed, the control member 19 of the secondary or speed setting control mechanism is operated to a predetermined control position corresponding to the desired engine speed, and thus serves to efi'ect actuation of the servo-motor valve mechanism. The speed setting control positions of the lever dd along the rack member at, corresponding to predetermined engine speeds, are preferably indicated by a suitable speed setting scale E85 which may be provided on the rack member M. The scale may be provided with graduated speed indicia I86, indicating directly the speed setting of the enginewhen the lever to is in register with any one of the speed indicia. Movement of the valve plunger 38 by the lever 50 is efiected through the pivotally connected elements All, it and til.

Movement of the valve plunger 36 from its nor- ;mally closed position in a direction to admit fiuid to the motor cylinder, causes the piston to move outwardly of the cylinder, thereby efiecting pivotal movement of arm ll and hence rotation of control shaft 6 Outward movement of the motor piston causes the shaft 65 to rotate in a direction to efiect a return of the valve plunger to its closed position, whereupon there ceases any further .movement of the piston, arm fl and control shaft dd. The return of the valve plunger to closed position by the shaft St, is effected through the shaft collar 12, the extension fit of lever element d8 pivotally connected thereto,and the link 59 connecting lever 58 with the valve plunger 36. It will be observed from the described structural arrangement of the speed setarca es ting mechanism or secondary control, that control movements of the valve plunger 38 by the lever til and by the shaft be are eflected independently of each other. arrangement is such that for each speed setting actuation of the lever til, the valve plunger 3% will be opened a certain amount sufficient to cause a change in the volume of fluid acting on the piston :28 of the servo-motor. As a result; the piston will be displaced until movement of the arm ii and control shaft 65, as caused by the piston, effects a re-ciosure of the valve, whereupon further movement of the piston ceases. Actuation of the arm W and shaft 64 conditions the engine fuel control mechanism for operation of the engine at the speed indicated by the setting of the lever #50. 'Thus for each position of the lever til, the piston 28 together with arm ll and shaft fi l, will be actuated to a predetermined Further, the operative effected through the arm ll, the plunger mechanism 89-88, lever 89 and bar Elli connected to the pressure regulating arms 24 of the nobble devices 52, while rotation of shaft 6d regulates the timing of fuel injection through the phase shift of the cam shaft it, as effected-by the longitudirial shifting of the gear tf by the arms ltd operated by the control shaft 6%. Control movement of shaft 6 5 also effects, through the arm m5 and associated mechanism, adjustment of the primary or governor speed control, as by regulating or determining the effect of the governor spring 555 in the manner heretofore described.

Operation of the lever it in a manner to actuate the valve plunger tt so as to vent the fluid in the motor cylindertl, hence to release the fluid pressure on the piston 28, permits the spring 85 acting on :the arm ll through the plunger sleeve 83 and arm '39, to move the arm ii and shaft 66 in a reverse direction until the shaft 6d effects a reclosure of the valve plunger 36. Thereafter, the adjustment of the system attained by such reverse movement pf the arm l? and shaft 65, is maintained until further control actuation of the lever t t.

The arrangement of the secondary or speed setting controlmechanism is such that operation of of the control will condition the'engine for operation at speeds ranging from a minimum or idling speed to the maximum speed of the engine to which the control system is applied. The preference is that normally, the secondary control will not operate tostop the engine, but when the engine is operating under substantially full load, actuating the secondary control to reduce the engine speed to idling may cause the engine to stall, in which case the engine will stop. Stopping of the engine is preferably provided for by the positive control it? heretofore described, although may, if desired, be cared for by the secondary control.

As before described, a slight leakage of fluid occurs past the servo-motor piston, which is compensated for by the correspondingly slight normal inflow of fluid past the motor valve into the cylinder 21. This leakage does not in any way affect the control operation of the servo-motor. This leakage. does however serve a well deflned purpose in the present control system, in that, in the event of a failure of fluid pressure in the engine lubrication system from any cause, the slight inflow of fluid to the cylinder chamber 21 compensating for the leakage past the piston immediately ,ceases. The leakage past the piston speed. .In the mechanism described, the counter 1 force of the spring 85 is sumcient to effect a rapid exhaustion of the fluid in the cylinder, hence to eflfect a rapid or sudden decrease in engine speed. The rate of exhaustion of fluid from the cylinder is further augmented by the opening of the valve 34. as a result of the operation of control shaft 86. Under these conditions, should the engine be operating at substantially full load, the sudden reduction of the engine speed to idling may stop the engine entirely, as by causing the engine to become stalled. When the pressure of the lubricating system has been restored, the control system will obviously again be conditioned for fur- I ther operation of the engine.

In order to make more definite and certain,

some of the terminology employed in the present description and claims in reference to parts of; the system and their operation. it may be noted that the language utilized in describing the tim-v ing of injection, assumes for exempliflcation a substantially constant injection pump plunger stroke, but denotes a variation of the timing of such stroke in relation to the movement and position of the piston in the power cylinder supplied from the associated pump. Those portions of the description and claims making reference by the pump to the injector, or the termination of such fuel delivery, and has to do with a variation in quantity of fuel discharged by the pump. which under the control system described herein is or may be a variable irrespective of the constant stroke of e injection pump plunger. a

frequent references herein to variation of jection pressure, or the use ofsimilar terminology, has reference in the present embodiment of the invention, to a variation in injector spring-loading, the practice of varylng'the loading of an in feeding mechanism so as to condition the engine for operation at a desired engine speed, and further, wherein the engine governor, once the ensine speed is determined, operates independently of the speed setting control to maintain. substantially constant the speed of the engine ir-- respective of load fluctuations upon'the engine,

iully attains the foregoing and other objects, and

amazes provides for a positive regulation andnicety of control of engine operation. It will be observed from the described and illustrated structural arrangement of the elements selected and assembled to exemplify the arrangement, that the control system readily lends itself to a compact and simplified assembly, thereby minimizing space requirements for the complete system.

It is to be understood that the present description relates only to a preferred embodiment of the invention, and that alterations and modiflcations in the elements and arrangement thereof maybe made without departing from the spirit and full intended scope of-the invention, as defined by the appended claims.

I claim:

1. In an internal combustion engine of solid fuel injection type, having a plurality of cylinders, injection nozzle devices for said cylinders, each thereof having a pressure regulating arm, a control lever common to said arms, as

tuating means for said lever including a pivotally mounted member, connected to said lever and .a hydraulically operated device acting on said fuel pumps for delivering fuel to said nozzle devices, governor mechanism controlling operation of said pumps, loading means connected to the governor as a part of the governor assembly, regulating mechanism for said governor loading means, operated by saidhydraulic device, and spring means operativeiy associated with said nozzle control lever, adapted to actuate said lever and governor loading regulating mechanism responsively to predetermined pressure conditions in said hydraulic device, to efl'ect minimum fuel pressure positions of said nozzle devices and minimum loading of the governor.

.3. In an internal combustion engine of solid fuel injection type. having a plurality of cylinders, injection nozzle devices for the cylinders, each thereof provided with a pressure regulating arm, a control lever common to said arms, a control shaft, a member connecting said control shaft to said lever, fuel pumps for delivering fuel to said injection nozzles, governor mechanism operativeiy associated with said pumps, for regulating the amount of fuel delivered by the pumps, a second member on said control shaft, governor loading means carried by said second member and operativeiy associated with said-governor as a functional governor element,

' hydraulic operating means for said control shaft,

and a spring carried by said control lever and arranged to oppose said hydraulic means, said spring being adapted to actuate said lever and said control shaft responsively to predetermined j pressure conditions in said hydraulic means, to eflect minimum fuel pressure positions of said nozzle devices and a minimum loading position of said loading means relative to, the governor.

4. In an internal combustion engine of solid fuel injection type, a fuel pump for suppl fuel under pressure to said engine, an engine driven cam shaft for operating said pump, a fuel pump governor mechanism including centrifugally actuated weights carried by said cam shaft, a contrcl shaft, an arm connected thereto and arranged at substantially a right angle to said cam shaft, the governor further including loading means carried by said arm, a pivoted lever operatively connected to the governor mechanism and providing a track portion, and roller means on said control shaft arm, engaging said track portion and displaceable therealong in response to movement of said control shaft and arm, whereby to vary the loading on said gvernor by said loading means.

5. In an internal combustion engine of solid fuel injection type, a fuel pump for supplying fuel to the engine, an engine driven cam shaft for operating said pump, a fuel pump governor mechanism including centrifugally operated weights carried by one end of said cam shaft, 9.

control shaft, an arm connected thereto and extending at substantially a right angle to said cam shaft, governor loading means carried entirely by said am, a pivoted member connected to said governor and provided with a lever, and

means connecting said loading means to said lever, said means being displaceable responsively to movement of said control shaft and arm, along said lever and through the pivotal axis of said pivoted member, whereby to provide a wide range of governor loading including zero loading.

6. In an internal combustion engine of solid fuel injection type, an injection nozzle device associated with a cylinder of the engine, a fuel pump for delivering fuel to the injection nozzle, a cam shaft for operating said fuel pump, an engine driven element, means including spiral gears, operatively connecting the engine driven element and cam shaft, one of said gears being axially shiftable to effect angular displacement of said cam shaft relative to said engine driven element, whereby to efiect a regulation in timing of fuel delivery by the pump, a control shaft,,an arm on. said shaft connected to said shiftable gear for control thereof, fuel pump governor mechanism including centrifugally actuated weights carried on said cam shaft, a second arm on said control shaft, governor loading means carried by said arm and connections therefrom to said governor, an injection pressure regulating lever on said nozzle device, a third arm on said control shaft and connections between said last arm and said regulating lever, hydraulically operated means connected to said third arm, adapted for actuating said control shaft, and a spring associated with said t rd arm and acting in opposition to said hydraulic means, said spring being adapted; for actuating said control shaft in re-' sponse to a predetermined pressure condition in said hydraulic means, to efi'ect through said control shaft arms, regulation of delivery pressure through said nozzle device, as well as the regulation of the governor loading means and the angular displacement of said cam shaft, to provide minimum fuel feeding conditions thereof.

' TAGE V. Pmmsmv. 

